Chopped fiberglass laminate for automotive headliners and method of fabrication

ABSTRACT

A chopped fiberglass containing laminate for fabricating sound absorbing moldable structures, such an automotive headliner is provided. The laminate includes a nonwoven fine denier thermoplastic fiber scrim, a thermoplastic barrier film on one surface and a layer of chopped fiberglass and powder adhesive on the exposed surface of the barrier film. The laminate is combined with a foam core, fiberglass layer and decorative fabric on the fiberglass layer to provide a composite having elongation exceeding 30% in both machine and transverse directions for forming the headliner. An apparatus and method for forming the laminate are so disclosed.

CROSS-REFERENCE TO RELATED APPLICATION

This is a continuation-in-part of U.S. application Ser. No. 09/387,913filed on Sep. 1, 1999, now U.S. Pat. No. 6,291,370 issued on Sep. 18,2001.

BACKGROUND OF THE INVENTION

This invention relates to a chopped fiberglass trilaminate structure anda method of manufacture, and more particularly to a chopped fiberglasslaminate having improved elongation for use in forming moldableheadliners made from such structures for motor vehicles.

Prior art constructions of moldable headliners for trucks and automotivevehicles generally included a phenolic saturated fiberglass mat moldedinto a shell. In a secondary step, a cloth decorative outer layer,usually of a nylon tricot fabric backed with a 3 mm foam layer isattached to the shell. The foam helps to hide imperfections in thefiberglass shell.

The automotive industry recently has moved away from this constructionto accepted European technology. This technology involves use of amulti-layered composite including a foam core and two outer layers ofchopped fiberglass surrounding the foam core. The fiberglass is eitherchopped in place or provided in mat form and generally includesfiberglass yarns in tow form cut to about 1.27 to 10.16 cm (½″ to 4″)long. This tri-laminate is saturated with an isocyanate resin whichbonds the layers together during the molding process which forms thepart into a shape to fit into a specific vehicle. The fiberglass layerson either side of the foam core are included to impart proper stiffnessto the headliner part.

The European triplex construction is generally further sandwichedbetween outer film layers. These film layers act as barriers to preventthe liquid isocyanate resin from penetrating through the top layer whichis the decorative fabric. Similarly, the film layer on the back of thepart prevents the isocyanate from penetrating the backing mold releaselayer and contaminating the mold. If the liquid adhesive bleeds throughthe decorative fabric, it would be visible and a cause for rejection ofthe part, or it could cause sticking or attachment of the back side ofthe part to the mold.

There are ongoing efforts in the automotive industry to provide moldableheadliner components which exhibit increased elongation in both themachine and transverse directions and to facilitate fabrication intosevere curves and offsets during the curing process. Conventional glassfiber layers added to improve stiffening of the finished headlinergenerally are brittle thereby limiting the ultimate shape of thefinished product.

One example of a commercial sound absorbing laminate is shown in U.S.Pat. No. 4,828,910 to Haussling. Here the laminate structure includes areinforcing porous mat of chopped glass fiber integrally bonded to aresilient fibrous batt. A decorative cover sheet covers the exposed orexterior surface of the reinforcing mat all bonded together by athermoset resin binder. The reinforcing mats sandwiching the fibrousbatt are of glass fibers bonded together by a thermoformable resin toimpart the required stiffness to the finished headliner. Finally, aporous cloth scrim as a release layer is adhesively secured to the backof the reinforcing mat by the thermoset resin coating the mat.

Another type of molded automobile headliner is shown in U.S. Pat. No.4,840,832 to Weinle, et al. Here, the headliner is formed from a batt ofpolymeric fibers including at least a portion of potentially adhesivefibers. The finished headliner is characterized by being of a highlydeformable resilient construction which facilitates installation in thevehicle. The fibers in the batt are bonded together at a multiplicity oflocations which impart a self-supporting molded rigidity allowing theheadliner to retain its shape when installed. A flexible foam layer isadhered to one surface of the flexible batt and the outer textile fabricis bonded to the foam layer.

Romesberg, et al. in U.S. Pat. No. 5,486,256 and 5,582,906 disclose atypical foam core I-beam type headliner having a layer of choppedfiberglass on both sides of a central foam core. The chopped fiberglassis applied at a first glass chopping stations onto a belt of adhesivefilm which becomes the back fiberglass layer and deposits a secondfiberglass layer onto the front of the foam layer at a second glasschopping station. A wet adhesive is then applied onto the secondfiberglass layer and a decorative fabric applied to the adhesive priorto molding.

U.S. Pat. No. 5,591,289 to Souders, et al describes another headlinerbased on a fibrous batt including binder fibers coated with a thermosetresin for imparting stiffness to the part. In U.S. Pat. No. 5,660,908 toKelman, et al. A 100% polyethylene terephthalate (PET) headliner isformed from a fibrous batt having a plurality of impressions which arefilled with PET filler and bonded to a PET scrim for impartingadditional stiffness.

While the available constructions produce suitable composites,constructions that include glass fibers for stiffening the final productremain difficult to mold. Accordingly, it is desirable to provide achopped fiberglass laminate for a moldable headliner which will providea composite for molding having at least about 30 percent elongation inboth the machine and transverse directions, allow excellent conformingto deep-draw areas when molding and provide the required stiffness inthe final headliner product.

SUMMARY OF THE INVENTION

Generally speaking, in accordance with the invention, a choppedfiberglass laminate for fabricating moldable structures and methods offabrication of the laminate and headliner including the laminate areprovided. The chopped fiberglass laminate is formed by feeding acontinuous nonwoven scrim of fine denier synthetic fiber and anon-porous barrier film through nip rollers. Chopped fiberglass andadhesive are deposited on the moving barrier film and nonwoven scrimwhich is then heated in an oven, passed through pressure nip rollers,cooled and then wound in roll form for transport and use.

The chopped fiberglass laminate possesses elongation properties at breakexceeding about 30 to 40% in both the machine and transverse directions.The fine denier synthetic fiber utilized in the nonwoven scrim is aspunbond fiber having a denier of between about 1.8 to 2.2 in order toimpart the desired elongation properties.

A headliner composite is formed by combining the fiberglass laminatewith a foam layer on the fiberglass surface, an additional fiberglasslayer is disposed on the opposite surface of the foam and a decorativefabric which may include a foam backing is placed on the exposedfiberglass surface. This headliner composite is then ready for molding.The high elongation properties of the chopped fiberglass laminateprovide excellent conformability to deep-draw areas in the mold.

Accordingly, it is an object of the invention to provide a scrim/barrierfilm/chopped fiberglass containing laminate structure having improvedelongation properties.

Another object of the invention is to provide an improved choppedfiberglass containing laminate including a nonwoven scrim formed of finedenier spunbond synthetic fibers.

A further object of the invention is to provide an improved choppedfiberglass containing laminate including a nonwoven scrim formed of finedenier spunbond polyester fibers of about 1.8 to 2.2 denier.

Yet another object of the invention is to provide an improved choppedfiberglass containing laminate including a thermoplastic barrier filmfor adhering the chopped fiberglass thereto and providing a non-porousbarrier to prevent mold contamination.

Yet a further object of the invention is to provide a method forfabricating a chopped fiberglass containing laminate with elongation atbreak exceeding 30 to 40% in both the machine and transverse directionsand energy to break less than 20 lbf-in. in either direction.

Still a further object of the invention is to provide a method forforming the nonwoven scrim/barrier film/chopped fiberglass laminatewhich can be formed into a roll or sheeted for easy storage andtransport prior to being combined to form an automotive headlinercomposite.

Still another object of the invention is to provide an apparatus forforming a nonwoven scrim/barrier film/chopped fiberglass laminate whichcan be stored in roll or sheet form.

Still other objects and advantages of the invention all or in part beobvious and all in part be apparent from the specification.

The invention accordingly comprises several steps and the relation ofone or more of such steps with respect to each of the others, and theproducts which possess the characteristics, properties and relation ofconstituents (components), all as exemplified in the detailed disclosurehereinafter said forth, and the scope of the invention will be indicatedin the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a fuller understanding of the invention, references is had to thefollowing description taken in connection with the accompanyingdrawings, in which:

FIG. 1 is a perspective view from above a vehicle of a headlinerincluding a chopped fiberglass/barrier film/scrim laminate constructedand arranged in accordance with the invention;

FIG. 2 is a partial cross-sectional view of the chopped fiberglasscontaining laminate constructed and arranged in accordance with theinvention;

FIG. 3 is a schematic view illustrating the process, steps and equipmentutilized in accordance with the invention to fabricate the laminate ofFIG. 2;

FIG. 4 is a partial cross-sectional view of the headliner components ofFIG. 1 showing how the laminate and additional components are molded;and

FIG. 5 is an enlarged partial sectional view of the headliner of FIG. 1taken along line 5—5.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

A headliner 11 constructed and arranged in accordance with the inventionis shown mounted to the underside of the roof of an automobile vehicle12 in FIG. 1. Headliner 11 may be fastened in a number of conventionalways at points 13 well known in the art and not described herein. Thesemethods include adhesives, use of velcro attachments, fastener stripsand various types of moldings. Headliner 11 may be molded in non-uniformthickness as shown in FIG. 2. Headliner 11 may also include variousregions 14 for visors and a cut out region 16 for a dome lamp and alarge open region 17 for a sunroof in a vehicle roof 15.

FIG. 2 illustrates in detailed cross-section the components of a choppedfiberglass containing laminate 21 constructed and arranged in accordancewith the invention. Laminate 21 includes a nonwoven scrim 22, a barrierfilm 23 and a chopped fiberglass layer 24 including a thermoplasticadhesive 26. When assembled, nonwoven scrim 22 will be the back surfaceof headliner 11 adjacent to metal vehicle roof 18. Laminate 21 formedfrom nonwoven scrim 22, barrier film 23 and chopped fiberglass layer 24in accordance with the process illustrated in FIG. 3 will providesignificant advantages. These include a laminate that will impartstiffening properties when used as a component in an automotiveheadliner, eliminate possible resin bleed-through during post-laminationmolding which often occurs, and have sufficient elongation propertiesthat allows excellent conforming to deep-draw areas when molding.

Nonwoven scrim 22 used in forming laminate 21 is formed of a spunbondpolyester fiber and has a weight between about 0.50-1.75 oz/yd² (17-60g/m²). Preferably, nonwoven scrim 22 has a weight between about 0.8-1.2oz/yd² (27-41 g/m²) and is 100% polyethylene terephthalate (generallyreferred to as polyester or PET) fiber. In the exemplary embodiment,nonwoven scrim is a 100% polyester spunbond fiber weighing 1.00 oz/yd²(34 g/m²).

The polyester fiber used to make nonwoven scrim 22 is a spunbond PETfiber having a denier of between about 1.8-2.2. Utilizing a fiber withthis fine denier, assists in providing nonwoven scrim 22 withnon-bleed-through properties within the laminate. If coarser fibers areused to make a nonwoven scrim of the same weight, there is less surfacearea coverage in the nonwoven material. This decreased surface areawould be accounted for in the larger diameter/denier fiber. Thus, fibersof between 1.8-2.2 denier increase the surface area which in turndecreases the permeability of nonwoven scrim 22. This reduction inpermeability prevents barrier film 23 used in laminate 21 from bleedingthrough scrim 22 and inadvertently bonding to a molder's tool duringthermal forming where tool temperatures are generally above the barrierfilm's melt temperature.

Nonwoven scrim 22 is selected to have suitable elongation in both themachine direction and cross direction so that laminate 21 will have thedesired elongation properties. Preferably, nonwoven scrim is selected tohave between about 30 to 60 percent stretch in both the machine andcross machine directions. Most preferably, the break properties exceedabout 35 to 45 percent and most preferably about 40 percent elongation.

In addition to the elongation to break, the tensile strength is also animportant physical property. Nonwoven scrim 22 is selected so that thetensile strength is below about 7 to 10 pounds of force in the machinedirection and below about 4 to 7 pounds in the cross direction. In thepreferred embodiments of the invention, nonwoven scrim 22 has a tensilestrength below about 8 pounds of force in the machine direction andbelow about 4 to 5 pounds of force in the cross or transverse direction.

In addition to the tensile strength, the energy to break is also animportant physical characteristic of nonwoven scrim 22. The energy tobreak corresponds to the area under a stress-strain curve, and thusrepresents the toughness of the material. Accordingly, if the energy tobreak is too high, it will require too much energy to fill the deep drawcavity with laminate 21 tearing or bridging in the headliner mold andnot be suitable for the desired end use of laminate 21. The energy tobreak of a suitable nonwoven scrim 22 is preferably below about 8 to 12pound inches in the machine direction and below about 4 to 7 poundinches in the cross direction.

Both the elongation and energy to break properties are determined undera modified version of ASTM D 5035-95 Test Method For Break Force AndElongation Of Textile Fabrics (Strip Test).

Finally, nonwoven scrim 22 is selected so that it can withstand moldtemperatures which are generally in the range of about 130 to 140° C.(about 270-285° F.). A spunbond polyester scrim having thecharacteristics described above generally softens at a temperature ofabout 250-260° C. Thus, the integrity of nonwoven scrim 22 should not bealtered substantially when forming an automotive headliner with laminate21 in accordance the invention.

Barrier film 23 is formed of a thermoplastic film that may be formed ofone or more layers. There are a wide variety of such barrier filmsavailable which are suitable for use in laminate 21. A particular filmchosen will depend on the headliner manufacturer's tool and the moldingconditions such as tool temperature and dwell time.

Whether a high heat stable film is used or a low heat stable film isused, the thickness of the film should be between about 1.0-2.0 mil(0.001-0.002″). Preferably, the thickness of barrier film 23 should beabout 1.5 mil (0.0015″). The selected barrier film also has an effect onthe elongation properties of the final composite and must be chosenaccording to the tool conditions and final composite stretch desired andrequired temperature resistance.

Barrier film 23 may be a polyolefin film or may be a blend chemistry andcan be formed of a single or multilayer structure. As noted, a wideselection of barrier films is suitable. Specific examples include DowIntergal 925 film which is a tri-layer film having a core layer heatstable up to about 165° C. (330° F.) and having outer polyethyleneadhesive layers which are heat activated at temperatures of about 127°C. (260° F.).

Alternatively, when such a high heat stable film is not required, apolyolefin film, such as Dow Intergal 909 or 906 can be used. Theactivation point of these films is below the mold temperatures andactivate at temperatures of about 100° C. (212° F.).

Regardless of the particular film selected, barrier film 23 should havea tensile modulus (2% secant) between about 9,000-50,000 pounds/in²before lamination. Of course, the choice of barrier film 23 will have aneffect on the final elongation properties of laminate 21 and must bechosen according to molding conditions and stretch desired of laminate21. In these cases, the tensile modulus (2% secant) is determine usingASTM test method ASTM D 882.

Barrier film 23 in accordance with the invention is nonporous and has acorona treated surface. This assists in bonding barrier film 23 tononwoven scrim 22. The corona surface treatment aids in achieving a bondbetween the two layers which in turn plays an important role inachieving the desired stretch properties of final laminate 21. Coronatreated side of barrier film 23 is laminated against nonwoven scrim 22.

Fiberglass layer 24 is formed by depositing chopped fiberglass on theexposed surface of barrier film 23. The fiberglass applied to barrierfilm 23 is chopped to provide a range of between about 30-200 g/m² offiberglass with strands having a length between 1.0-4.0 inches inlength. Preferably, the length of the chopped rovings is about 2.0inches. Chopped glass fibers are applied to barrier film in a randomfashion and is combined with an anti-static chemical sizing agent toreduce static buildup at the glass chopper.

Prior to completion of assembly of laminate 21, a thermoplastic adhesiveis applied onto the chopped fiberglass randomly. If a powder resin isused as in the illustrated embodiment, the particle size used can rangefrom about 100-500 microns having an average of about 200-300 microns.The resin adhesive is thermoplastic and can be, for examplepolyethylene, polyester, polyamide, or ethylene vinyl acetate.Generally, the amount of thermoplastic adhesive applied ranges fromabout 0.15-1.00 oz/yd² (5-43 g/m²). The actual amount of resin applieddepends on the amount of fiberglass deposited on barrier film 23.

FIG. 3 illustrates the process steps and an apparatus 31 utilized tofabricate laminate 21. Here, nonwoven scrim 22 wound on a scrim roll 32at a scray 33 (Station 1) is fed with the rough side down is fed under afilm stand 34. Film stand 34 includes a first film roll 36 and secondfilm roller 37 (Station 2). In the embodiment illustrated in FIG. 3, oneor both of film rolls 37 and 38 may be utilized for feeding barrier film23. Two rolls allow for continuous feeding when one roll is empty, orfor feeding multi-layer barrier films for forming laminate 21.

Barrier film 23 is fed over a third nip roller station 38 (Station 3)and nonwoven scrim 22 is fed below nip rollers 38. Nonwoven scrim 22 andbarrier film 23 are both fed between a second pair of nip rollers 39(Station 3) to form a loose barrier film/nonwoven scrim composite 27.Composite 27 is fed below a glass chopper dispenser 41 (Station) 4)where chopped fiberglass in the desired quantity is deposited on theexposed surface of barrier film 23. Composite 27 is then fed beneath aresin dispensing hopper 42 (Station 5) which deposits the desired amountof thermoplastic adhesive 26 onto chopped fiberglass layer 24 on barrierfilm 23.

When barrier film 23 passes through second pair of nip rollers 39, it isarranged so that the corona treated surface will be laminated facingnonwoven scrim 22. Nonwoven scrim 22 typically has a characteristic flator smooth side due to the spun bond technology used in its manufacture.In accordance with the invention, the method of forming laminate 21includes arranging nonwoven scrim 22 at the scray so that the smooth orflat surface will bond to barrier film 23. Accordingly, in FIG. 3, thelower. surface of nonwoven scrim 22 is the rough surface. It has beenfound that this arrangement imparts reduced squeak properties in thefinal headliner which are advantageous to the headliner molder.

Resin and fiberglass/barrier film/nonwoven composite 27 is then fedthrough an oven 43 (Station 6) where powder adhesive 26 and barrier film23 is activated by the heat. Oven 43 may be of any suitable type, butconfigured so that heat is applied to composite 27. In the preferredembodiment illustrated in FIG. 3, oven 43 includes a number of electricinfrared heating elements 44 which are located on the upperside of oven43 to apply heat to the fiberglass side of composite 27 only. There isno direct heat being applied from the bottom to nonwoven scrim 22 ofcomposite 27.

The oven heat is monitored by measuring the temperature of composite 27as it exits oven 43. Depending on the particular barrier film,fiberglass and resin used, the oven temperature is monitored so that abond is achieved between nonwoven scrim 22 and barrier film 23. At thesame time, thermoplastic adhesive 26 melts and blends into the choppedfiberglass laying on barrier film 23. If the operating temperature ofoven 43 exceeds the desired temperature, the barrier film will beactivated and bonded too strongly to nonwoven scrim 22 therebyjeopardizing the deep draw and high stretch properties of finishedlaminate 21. The primary objective is to provide sufficient bond betweenbarrier film 23 and nonwoven scrim 22 so that delamination does notoccur before composite 27 is molded by the headliner manufacturer.

After thermoplastic adhesive 26 has been activated in oven 43 composite27 is laminated at a first nip roller 45 (Station 7) to form laminate21. First nip roller station 45 is maintained at a temperature justbelow room temperature and applies a downward pressure of between about10-80 lbs/in² to composite 27. Preferably, between about 30-40 lbs/in²pressure is applied, and most preferably about 20 lbs/in² to formlaminate 21. The actual pressure depends on the amount of fiberglassadded at fiberglass chopper 41 and the thickness deposited on thebarrier film 23.

If too much pressure is applied at first nip station 45 and thetemperature of oven 43 exceeds the activation temperature of barrierfilm 23, the nip roller pressure will force the fiberglass into barrierfilm 23 and cause pinholes therein. If this occurs, the nonbleed-throughproperties of barrier film 23 would be lost. Use of a cool nip roller atfirst nip roller station 45 quickly solidifies thermoplastic adhesive 26where lamination occurs.

Laminate 21 is then further cooled at a cooling station 46. Coolingstation 46 includes a first cooling roller 47 and a second coolingroller at 48. Laminate 21 passes over first cooling roller 47 and undersecond cooling roller 48. Both rollers 47 and 48 are maintained belowroom temperature. Cooling rollers further cool laminate 21 and provide adesired amount of tension between cooling station 46 and a final batchroller 49 where laminate 21 is wound (Station 9).

EXAMPLE 1

A laminate formed utilizing the apparatus and process described inconnection with FIG. 3 was evaluated. Evaluation was preformed bypreparing a test solution of water, 1% by weight nonionic wetting agentand 1% by weight of any direct dye. The mixture includes the dye toprovide easy visual evaluation of bleed-through properties. A sample offinal laminate 21 is obtained at batch roller 49. Test solution is thenspread on the chopped fiberglass side of laminate 21 using a piece ofsponge. After letting the solution stand on laminate 21 for one minute,laminate 21 is turned over to determine whether the solution has bledthrough the layers.

Laminate 21 should not show any signs of solution bleed-through to thenonwoven scrim side. A positive test, or appearance of the dye onnonwoven scrim 22 indicates that there are holes produced in barrierfilm 23 during the lamination process.

Finished laminate 21 was then tested for physical properties on atensile testing machine with an Instron 4400 Series Tester. A total ofat least 5 samples were cut in the machine direction and transversedirection. The samples were then dye cut into a 1″×6″ specimen side withthe 6″ length being the direction tested. This is a modified version ofASTM D 5035-95 Test Method For Break Force and Elongation of TextileFabrics (Strip Test). An initial jaw gap of 1″ over the choppedfiberglass length is used. If a 2″ chopped fiberglass composite isproduced the initial draw gap should be 3″. This is to ensure thatstrands of chopped fiberglass will not be present in both the top andbottom testing jaw because this tends to cause inaccurate elongationresults. Testing speed was 12 yds/min. Final elongation at break, notelongation at peak load, in both the machine direction and transversedirection of the final laminate exceeded about 30-40%. The energy tobreak has been calculated to be below 20 lbf-in. (This is not calculatedat the peak load, but at the actual break of the laminate.)

EXAMPLE 2

Fabrication of a headliner shown in FIG. 5 having an outer layer of avinyl or decorative fabric 28 backed with a thin foam to mask surfaceirregularities is adhered to the outer surface of a foam core 29impregnated with a liquid resin, such as an isocyanate as is well knownin the art, and a second layer of glass fibers therebetween. Thecomponents are assembled in the order described above and placed withina mold 51 and closed as shown in FIG. 4. Mold 51 is heated toapproximately 93° to 177° C. (200°-350° F.) for 1-10 minutes and thethermoplastic resins bond the layers together. On removal and cooling ofthe composite from the mold, the various layers are sufficiently adheredto each other so that the part may be utilized as a sound absorbingheadliner in a motor vehicle. An alternative method involves preheatingthe composite to adhere the various layers and shaping the final partusing a cold mold.

By providing a nonwoven scrim/barrier film/chopped fiberglass depositweb in accordance with the invention, several advantages for theconstruction of automotive headliners are obtained. Use of a fine denierspun bond fiber having a density in the range of about 1.8-2.2 resultsin a composite having an elongation at break exceeding about 30-40% inboth the machine and transverse directions. The energy to break is lessthan about 20 bf-in. in both directions.

Improved elongation properties coupled with the low energy to break,allows deep draw to be obtained in addition to the absence of pinholesor punctures in the barrier film preventing bleed-through of the barrierfilm or resin.

It will thus be seen that the objects set forth above, among those madeapparent from the preceding description, are efficiently attained andsince certain changes may be made in carrying out the above method andin the article set forth without departing from the spirit and scope ofthe invention, it is intended that all matter contained in the abovedescription and shown in the accompanying drawings shall be interpretedas illustrative and not in a limiting sense.

It is also to be understood that the following claims are intended tocover all of the generic and specific features of the invention hereindescribed and all statements of the scope of the invention which, as amatter of language, might be said to fall there between.

Particularly, it is to be understood that in said claims, ingredients orcompounds recited in the singular are intended to include compatiblemixtures of such ingredients wherever the sense permits.

What is claimed is:
 1. A laminate containing chopped fiberglass for usein fabricating sound absorbing moldable structures, comprising: anonwoven scrim of fine denier spunbond polyester fibers having a weightbetween about 17 to 60 grams per square meter (0.50 to 1.75 ounces persquare yard) in the form of a sheet having a front planar surface and arear planar surface; a non-porous thermoplastic barrier film disposed onthe front surface of the nonwoven scrim; and a layer of choppedfiberglass and thermoplastic adhesive disposed on the front surface ofthe barrier film.
 2. The laminate of claim 1, wherein the nonwoven scrimhas a percent elongation to break in both the machine direction andcross direction of at least between about 35 to 60 percent.
 3. Thelaminate of claim 2, wherein the percent elongation is between about 35to 45 percent.
 4. The laminate of claim 1, wherein the tensile strengthin the machine direction is less than about 7 to 10 pounds of force andin the cross direction less than about 4 to 5 pounds of force.
 5. Thelaminate of claim 1, wherein the nonwoven scrim has a energy to break inthe machine direction below about 10 pound inches and in the crossdirection below about 4-7 pound inches.
 6. The laminate of claim 1,wherein the spunbond polyester fibers have a denier between about 1.8 to2.2.
 7. The laminate of claim 6, wherein the scrim is polyethyleneterephthalate having a weight of about 34 g/m² (1.00 oz/yd²).
 8. Thelaminate of claim 6, wherein the thermoplastic barrier film is athermoplastic film having a thickness between about 25.4 to 50.8 microns(1.0 to 2.0 mil or 0.001 to 0.002″).
 9. The laminate of claim 8, whereinthe fiberglass is chopped to a length between about 2.54 to 10.16 cm(1.0 to 4.0 inches).
 10. The laminate of claim 9, wherein the choppedfiberglass layer has a weight between about 30 to 200 g/m² (0.7 to 4.7oz/yd²) randomly dispersed on the barrier film.
 11. The laminate ofclaim 10, wherein the adhesive in the fiberglass layer is a powderhaving a particle size between about 100 to 500 microns (0.025 to 0.125″or 25 to 125 mils) dispersed therein.
 12. The laminate of claim 8,wherein the thermoplastic film is a polyolefin film.
 13. The laminate ofclaim 1, wherein the thermoplastic barrier film is selected form thegroup consisting of polyethylene film, polypropylene film, polyamidefilm, polyester film and combinations thereof.
 14. The laminate of claim1, wherein the thermoplastic barrier film has one corona treated surfacefacing the nonwoven scrim.
 15. The laminate of claim 1, having anelongation to break exceeding about 30-40% in both the machine and crossdirections and the energy required to break is less than about 20lbf-in. in both directions.
 16. A vehicle headliner, comprising alaminate of a nonwoven scrim of fine denier spunbond polyester fibershaving a weight between about 17 to 60 grams per square meter (0.50 to1.75 ounces per square yard) in the form of a sheet having a frontplanar surface and a rear planar surface; a nonporous thermoplasticbarrier film disposed on the front surface of the nonwoven scrim; and alayer of chopped fiberglass and thermoplastic powder adhesive disposedon the barrier film.
 17. A laminate containing chopped fiberglass foruse in fabricating sound absorbing moldable structures, comprising: anonwoven scrim of fine denier spunbond polyester fibers having a weightbetween about 17 to 60 grams per square meter (0.50 to 1.75 ounces persquare yard) in the form of a sheet having a front planar surface and arear planar surface; a non-porous thermoplastic barrier film disposed onthe front surface of the non-woven scrim; and a layer of choppedfiberglass and thermoplastic adhesive disposed on the front surface ofthe barrier film; the components having been heated and subjected topressure to form the laminate without puncturing the barrier filmthereby providing a laminate having an elongation at break exceedingabout 30-40% in both the machine and transverse directions with theenergy required to break less than about 20 lbf-in. in both directions.